JP2917875B2 - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the durability of a car brake for hill hold, with which there is no risk of impairing the effect of improvement of the rate of fuel consumption with the neutral control when the car is in bus traffic. SOLUTION: A control device for automatic transmission is equipped with a one-way clutch F2 which is locked in engagement and establishes the 1st forward range and a brake to lock the one-way clutch F2 in the direction of hindering the car from reversing and establish the 2nd forward range in engagement along with the clutch engagement. A control device is equipped with a road busy judging means 101 to judge whether or not the car is in busy traffic, a stop condition sensing means 102 to sense the car being in stopped condition, a clutch disengaging means 103 to put the clutch in disengaged condition substantially when the car stopped condition is being sensed, a brake engaging means 104 which puts the brake in engagement when the clutch is in disengaged condition substantially, and a brake holding means 105 which holds the brake in engaged condition when the car is running on a road with busy traffic.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission, rotation generated by an engine is transmitted to a transmission via a fluid transmission device such as a torque converter, and the transmission performs a shift. A first clutch (input clutch) is provided between the fluid transmission device and the transmission, and the first clutch is disengaged and disengaged to drive a neutral range (hereinafter referred to as an "N range") and forward traveling. Switching between the range and the range can be performed.

Further, in the automatic transmission, when the forward traveling range is selected, the accelerator pedal is released, the brake pedal is depressed, and the vehicle is in a stopped state where the vehicle speed is substantially zero, the engagement force of the first clutch is reduced. By reducing the load on the engine side to improve fuel economy,
Vibration is prevented from occurring in the vehicle.

The hill-hold brake is engaged so that the hill-hold control is performed so that the vehicle does not retreat greatly during the neutral control.

[0005]

However, in the conventional control device for an automatic transmission, when the vehicle is repeatedly stopped and started at a low vehicle speed when traveling on a congested road or the like, the vehicle is stopped. Each time the control is performed, the neutral control and the hill hold control are performed. as a result,
Each time the hill hold brake is disengaged, the durability of the brake is reduced.

Therefore, it is conceivable that neutral control is not performed when traveling on a congested road or the like.
The effect of improving fuel efficiency by the neutral control is reduced accordingly. The present invention solves the problems of the conventional control device for an automatic transmission, and in a traffic jam or the like,
An object of the present invention is to provide a control device for an automatic transmission that can improve the durability of a hill hold brake without lowering the effect of improving fuel efficiency by neutral control.

[0007]

In order to achieve the above object, a control device for an automatic transmission according to the present invention includes a fluid transmission connected to an engine, a clutch which is engaged when a forward drive range is selected, and A one-way clutch locked by engagement of the clutch to achieve the first forward speed, and engaged with the engagement of the clutch to achieve the second forward speed and prevent the vehicle from retreating in the engaged state And a control device for locking the one-way clutch in the direction in which the one-way clutch operates.

[0008] The control device includes a congested road traveling determining means for determining whether the vehicle is traveling on a congested road,
A stop state detecting means for detecting a vehicle stop state in which the forward travel range is selected, an accelerator pedal is released, a brake pedal is depressed, and a vehicle speed is substantially zero; A clutch release means for substantially releasing the clutch, a brake engagement means for engaging the brake when the clutch is substantially released by the clutch release means, and When it is determined that the vehicle is traveling on a congested road, brake holding means for holding the brake in the engaged state at least when the accelerator pedal is depressed and the vehicle speed is low is provided.

In another control apparatus for an automatic transmission according to the present invention, the control apparatus further includes a congestion degree determining means for determining a congestion degree. If the vehicle is not traveling on a congested road by the congested road traveling determining unit, the clutch releasing unit starts disengaging the clutch when a vehicle stop state is detected, and If the determining means determines that the vehicle is traveling on a congested road, the clutch release is started after a longer set time elapses as the degree of congestion increases.

[0010] In still another automatic transmission control device of the present invention, a parameter indicating at least a vehicle running state including a vehicle speed is detected. Also, for each of the plurality of vehicle speed ranges divided at the set intervals, a positive value is taken in the low vehicle speed range set corresponding to the traffic congestion road, and the high value set corresponding to the non-congestion road traveling is set. A vehicle speed variable that takes a negative value in the vehicle speed range and further emphasizes a difference in actual vehicle speed between the vehicle speed ranges in a vehicle speed range closer to the boundary between the low vehicle speed range and the high vehicle speed range.

The congested road traveling determining means determines which of the vehicle speed ranges corresponds to the detected vehicle speed, and adds the vehicle speed variable set for each vehicle speed range to obtain a vehicle speed status value. And determining whether or not the vehicle is traveling on a congested road based on the vehicle speed status value obtained by the increasing / decreasing means. In another control device for an automatic transmission according to the present invention, the parameter further includes a throttle opening.

[0012] The congested road traveling determination means may determine that the vehicle speed condition value is larger than the first set value and the throttle opening is smaller than the throttle opening set value.
A traffic jam condition value indicating a traffic jam condition is increased, and the traffic jam condition value is decreased when the vehicle speed condition value is larger than a first set value and the throttle opening is equal to or more than a throttle opening set value. A traffic condition value changing means is provided, and it is determined whether or not the vehicle is traveling on a congested road based on the traffic condition value changed by the traffic condition value changing device.

[0013] In still another control apparatus for an automatic transmission according to the present invention, the congestion road traveling determining means may further include a second vehicle speed condition value set to be smaller than the first set value.
When the vehicle speed condition value is larger than a third set value which is larger than the second set value, the non-congestion condition value representing the non-congestion condition is increased when the vehicle speed is smaller than the set value. A non-congestion status value changing unit for reducing the status value is provided, and when the congestion status value becomes larger than the non-congestion status value, it is determined that the vehicle is traveling on a congested road.

In still another automatic transmission control device according to the present invention, the congestion status value changing means does not change the congestion status value when the vehicle speed status value is equal to or less than a first set value. The non-congestion status value changing means does not change the non-congestion status value when the vehicle speed status value is equal to or more than the second set value and equal to or less than the third set value.

[0015]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a functional block diagram of a control device for an automatic transmission according to an embodiment of the present invention. In the drawing, reference numeral 10 denotes an engine, 12 denotes a torque converter as a fluid transmission for transmitting the rotation of the engine 10 to the transmission 16, and C1 denotes a first clutch as a clutch to be engaged when the forward travel range is selected.
It is a clutch.

F2 is locked by the engagement of the first clutch C1, and is a one-way clutch that achieves the first forward speed. B1 is engaged with the engagement of the first clutch C1 to achieve the second forward speed. In addition, a first brake B1 as a brake that locks the one-way clutch F2 in a direction that prevents the vehicle from moving backward in the engaged state.

Reference numeral 41 denotes an automatic transmission control device as a control device. The automatic transmission control device 41 includes a congested road traveling determining means 101 for determining whether the vehicle is traveling on a congested road, A forward travel range is selected, an accelerator pedal (not shown) is released, a brake pedal (not shown) is depressed, and a vehicle stop state detecting means 102 for detecting a vehicle stop state where the vehicle speed is substantially zero, and a vehicle stop state is detected. The first clutch C1
A clutch releasing means 103 for bringing the first brake B1 into an almost released state; a brake engaging means 104 for engaging the first brake B1 when the first clutch C1 is almost released by the clutch releasing means 103; A brake that holds the first brake B1 in the engaged state when at least the accelerator pedal is depressed and the vehicle speed is low when the congestion road traveling determination means 101 determines that the vehicle is traveling on a congested road. Holding means 105.

FIG. 2 is a schematic diagram of the automatic transmission according to the embodiment of the present invention, and FIG. 3 is a diagram illustrating the operation of the automatic transmission according to the embodiment of the present invention. As shown in the figure, the rotation generated by the engine 10 is transmitted to a torque converter 12 via an output shaft 11. The torque converter 12 transmits the rotation of the engine 10 to the output shaft 14 via a fluid (hydraulic oil). When the vehicle speed becomes equal to or higher than a set value, the lock-up clutch L / C is engaged, and the output shaft 14 Can be directly communicated to.

The output shaft 14 is connected to a transmission 16 that performs four forward speeds and one reverse speed. Transmission 16
Is composed of a main transmission 18 for performing three forward speeds and one reverse speed and an auxiliary transmission 19 for underdrive. The rotation of the main transmission 18 is transmitted to the sub-transmission 19 via the counter drive gear 21 and the counter driven gear 22, and the rotation of the output shaft 23 of the sub-transmission 19 is
4 and to a differential device 26 via the ring gear 25.

In the differential device 26, the rotation transmitted through the output gear 24 and the ring gear 25 is differentiated, and the differential rotation is transmitted to drive wheels (not shown) via left and right drive shafts 27 and 28. Is transmitted. The main transmission 18 includes a first planetary gear unit 31.
A first clutch C1 and a second planetary gear unit 32 for selectively transmitting torque between the respective elements of the first planetary gear unit 31 and the second planetary gear unit 32.
Clutch C2, first brake B1, second brake B2,
Third brake B3 and one-way clutches F1, F2
Having.

The first planetary gear unit 31
Is a ring gear R ₁ connected to the drive device case 34 via a third brake B3 and a one-way clutch F2 disposed in parallel with each other, and is externally fitted to the output shaft 14.
And a rotatable sun gear shaft 36
The sun gear S ₁ formed on, the counter drive gear 21 carrier CR ₁ connected with, and together are engaged bite (teeth) between said ring gear R ₁ and the sun gear S _1, rotatably by the carrier CR ₁ Consists of pinions P _1A and P _1B supported by

The sun gear shaft 36 is connected to the second
The output shaft 14 is connected via the latch C2. Also,
The transmission gear shaft 36 is connected to the driving device cable via the first brake B1.
And connected in series with one another
The drive unit is connected via the first clutch F1 and the second brake B2.
It is connected to the storage case 34. On the other hand, the second planetar
The gear unit 32 is connected via the first clutch C1.
Ring gear R connected to output shaft 14_Two, The sun gear
Sun gear S on shaft 36 ₁Sun gear formed integrally with
S_Two, The carrier CR₁Carrier C connected to
R_Two, And the ring gear R_TwoAnd sun gear S_TwoBetween
At the carrier CR_TwoFreely rotatable by
And the pinion P_1BIntegrally formed with
Pinion P_TwoConsists of

The counter drive gear 21
Is a counter driven gear 2 disposed in the subtransmission 19.
The transmission is rotated by the main transmission 18 and transmitted to the auxiliary transmission 19. The auxiliary transmission 19 is provided with a third
In order to selectively transmit torque between the elements of the third planetary gear unit 38, the third clutch C3,
It has a fourth brake B4 and a one-way clutch F3.

The third planetary gear unit 38
A ring gear R ₃ connected to the counter driven gear 22, a sun gear S ₃ formed on a sun gear shaft 39 rotatably fitted to the output shaft 23, a carrier CR ₃ fixed to the output shaft 23, and together brought into meshing between the ring gear R ₃ and the sun gear S _3, consisting of a pinion P ₃ which is rotatably supported by the carrier CR _3.

Next, the operation of the automatic transmission configured as described above will be described. In FIG. 3, S1 is a first solenoid valve, S2 is a second solenoid valve, S3 is a third solenoid valve, C1 is a first clutch, C2 is a second clutch,
C3 is the third clutch, B1 is the first brake, B2 is the second
Brake, B3 is third brake, B4 is fourth brake,
F1 to F3 are one-way clutches. R is the reverse drive range, N is the N range, D is the D range, 1
ST is the first gear, 2ND is the second gear, and 3R
D indicates the third speed, and 4TH indicates the fourth speed.

○ represents the first solenoid valve S1,
2nd solenoid valve S2 and 3rd solenoid valve S
3, the first solenoid signal S ₁ for opening and closing each of
The state in which the second solenoid signal S ₂ and the third solenoid signal S ₃ are on is changed to the first clutch C1, the second clutch C2,
Third clutch C3, first brake B1, second brake B
2. A state where the third brake B3 and the fourth brake B4 are engaged indicates a state where the one-way clutches F1 to F3 are locked. X indicates the first solenoid valve S
1, a first solenoid signal S ₁ for opening and closing the second solenoid valve S2 and the third solenoid valve S3;
The state of the solenoid signal S ₂ and the third solenoid signal ₃ is turned off, the first clutch C1, second clutch C2, third clutch C3, first brake B1, second brake B2, third brake B3 and the fourth brake B4 Are released, and the one-way clutches F1 to F3 are free.

The symbol △ indicates a state where the third brake B3 is engaged during engine braking, and the symbol 制 御 indicates a state where the third brake B3 is engaged during engine braking. At the first speed in the D range, the first clutch C1 and the fourth brake B4 are engaged, and the one-way clutches F2 and F3 are engaged.
Is locked. The rotation of the output shaft 14 is the first
Is transmitted to the ring gear R ₂ via the clutch C1, the ring gear R ₁ by the one-way clutch F2 in this state
, The rotation of the carrier CR ₂ is greatly reduced and transmitted to the counter drive gear 21 while idling the sun gear S ₂ .

The rotation transmitted from the counter drive gear 21 to the counter driven gear 22 is applied to the ring gear R _3.
Is transmitted to the sun gear S by the fourth brake B4.
_Since the rotation of carrier ₃ is prevented, the rotation of carrier CR ₃ is further decelerated and transmitted to output shaft 23. Also,
At the second speed in the D range, the first clutch C1 and the first
Brake B1, second brake B2, and fourth brake B4
Are engaged, and the one-way clutches F1, F3 are locked. The rotation of the output shaft 14 is transmitted to the ring gear R ₂ via the first clutch C1, and the second
Since the rotation of the sun gear S ₂ is prevented by the brake B 2 and the one-way clutch F 1, the ring gear R ₂
The rotation is transmitted is then decelerated to the carrier CR _2, rotation of the carrier CR ₂ is transmitted to the counter drive gear 21 while idly rotating the ring gear R _1.

The rotation transmitted from the counter drive gear 21 to the counter driven gear 22 is applied to the ring gear R _3.
Is transmitted to the sun gear S by the fourth brake B4.
_Since the rotation of carrier ₃ is prevented, the rotation of carrier CR ₃ is reduced and transmitted to output shaft 23. Next, at the third speed in the D range, the first clutch C1, the third clutch C3, the first brake B1 and the second brake B2 are engaged, and the one-way clutch F1 is locked. The rotation of the output shaft 14 via the first clutch C1 is transmitted to the ring gear R _2, and the sun gear S ₂ by the second brake B2 and the one-way clutch F1
The rotation of the is blocked, the rotation of the ring gear R ₂ is transmitted is then decelerated to the carrier CR _2, rotation of the carrier CR ₂ is transmitted to the counter drive gear 21 while idly rotating the ring gear R _1.

The rotation transmitted from the counter drive gear 21 to the counter driven gear 22 is applied to the ring gear R _3.
To the carrier C by the third clutch C3.
Since the relative rotation of R ₃ and sun gear S ₃ is prevented, the third planetary gear unit 38 is directly connected. Therefore, the rotation of the counter driven gear 22 is transmitted to the output shaft 23 as it is.

Next, at the 4th speed in the D range, the first
The clutch C1, the second clutch C2, the third clutch C3, and the second brake B2 are engaged. The rotation of the output shaft 14 is transmitted to the ring gear R via the first clutch C1.
While being transferred to _2, is transmitted to the sun gear S ₂ via the second clutch C2, the first planetary gear unit 31 and the second planetary gear unit 32 is directly coupled. Therefore, the rotation of the output shaft 11 is transmitted to the counter drive gear 21 as it is.

The rotation transmitted from the counter drive gear 21 to the counter driven gear 22 is applied to the ring gear R _3.
To the carrier C by the third clutch C3.
Since the relative rotation of R ₃ and sun gear S ₃ is prevented, the third planetary gear unit 38 is directly connected. Therefore, the rotation of the counter driven gear 22 is transmitted to the output shaft 23 as it is.

The automatic transmission includes a first clutch C1, a second clutch C2, a third clutch C3,
A hydraulic control device 40 is provided for engaging and disengaging the brake B1, the second brake B2, the third brake B3, and the fourth brake B4 to achieve each shift speed. The engine 10
Is provided with an engine control device 43, and the engine 10 can be controlled by the engine control device 43.

The hydraulic control unit 40 and the engine control unit 43 are connected to an automatic transmission control unit (ECU) 41 and operated according to a control program of the automatic transmission control unit 41. The automatic transmission control device 41 includes a neutral start switch 45, an oil temperature sensor 46, a rotation speed sensor 47, a brake switch 4
8, the engine speed sensor 49, the throttle opening sensor 50, and the vehicle speed sensor 51 are connected respectively.

Then, the shift position of the shift lever (not shown) by the neutral start switch 45, that is, the selected range is changed to an oil temperature sensor 46.
And the rotation speed sensor 47 detects the input side of the first clutch C1, that is, the rotation speed of the output shaft 14 (hereinafter referred to as “clutch input side rotation speed”) N _C1 . Can be. The clutch input side rotation speed N _C1 is detected as an output rotation speed of the torque converter 12.

It is determined whether or not a brake pedal (not shown) is depressed by the brake switch 48.
The engine speed N _E by the engine speed sensor 49
, The throttle opening θ can be detected by the throttle opening sensor 50, and the vehicle speed can be detected by the vehicle speed sensor 51. The engine speed _NE is detected as an input speed of the torque converter 12.

Next, the hydraulic control device 40 will be described. FIG. 4 is a first diagram illustrating the hydraulic control device according to the embodiment of the present invention, and FIG. 5 is a second diagram illustrating the hydraulic control device according to the embodiment of the present invention. In the figure, a primary valve 59 adjusts a hydraulic pressure from a hydraulic pressure source (not shown) and outputs the adjusted pressure as a line pressure to an oil passage L-21. And
The manual valve 55 has ports 1, 2, 3, D, P _L ,
R from the primary valve 59 to the oil passage L-21.
By operating a shift lever (not shown), the line pressure supplied to the port P _L via the oil passage L-4 and the line pressure supplied to the ports 1, 2, 3, D,
It is generated as range pressure, 3 range pressure, D range pressure and R range pressure.

When the shift lever is set to the D range position, the oil of the D range pressure generated at the port D is
The oil passage L-3 is connected to the second solenoid valve S2 via the oil passage L-1, the 1-2 shift valve 57 via the oil passage L-2, and the oil passage L-3.
, And supplied to the B-1 sequence valve 56. Further, the line pressure from the primary valve 59 is supplied to a third solenoid valve S3 via an oil passage L-21.

The line pressure from the oil passage L-21 is
Solenoid modulator valve 58 via oil passage L-4
And the first solenoid valve S1 via an oil passage L-5.
And 2-3 shift valve 60. The first software
The solenoid valve S1, the second solenoid valve S2 and the
1st solenoid for opening and closing 3 solenoid valve S3
Signal S₁, The second solenoid signal S _TwoAnd 3rd Solenoi
Signal S_ThreeFrom the automatic transmission control device 41 (FIG. 2)
The first solenoid is turned on / off in response to the switching signal.
The id valve S1 is a 1-2 shift valve via an oil passage L-8.
Supply signal hydraulic pressure to the valve 57 and the 3-4 shift valve 62
The second solenoid valve S2 is connected to the second solenoid valve S2 via an oil passage L-9.
-3 The signal hydraulic pressure is supplied to the shift valve 60, and the third solenoid
The id valve S3 is neutralized via the oil passage L-10.
The switching signal oil pressure is supplied to the Ray valve 64.

The 1-2 shift valve 57 takes an upper half position (upper position of the spool) at the first speed and a lower half position (lower position of the spool) at the second to fourth speeds. 60 takes the lower half position at the 1st and 2nd gears, the upper half position at the 3rd and 4th gears, and the 3-4 shift valve 62 takes the upper half position at the 1st and 4th gears, Taking the lower half position, the neutral relay valve 64 takes the upper half position at the time of the neutral control and the lower half position at the first to fourth speeds.

The solenoid modulator valve 58
Is connected to the linear solenoid valve 66 via the oil passage L-12.
And the linear solenoid valve 66 is connected to the oil passage L-
13 is connected to the C-1 control valve 67. Further, the linear solenoid valve 66 further includes an oil passage L
Connected to the primary valve 59 via -22. The linear solenoid valve 66 is controlled by receiving a control signal from the automatic transmission control device 41, and is controlled by an oil passage L-
The throttle pressure P _TH is supplied as a control signal oil pressure to the C-1 control valve 67 via the control valve 13. The C-1 control valve 67 has oil passages L-3, L-
The C-1 control valve 67 supplies the D range pressure to the control hydraulic pressure of the hydraulic servo C-1 corresponding to the throttle pressure P _TH from the linear solenoid valve 66 (hereinafter referred to as C-control pressure). referred to as "C1 oil pressure".) pressure P _C1 two tone supplied to the oil passage L-15.

The B-1 sequence valve 56 has a spring disposed at the left end in the drawing, and a control oil chamber formed at the right end in the drawing, and the spring applies a spring load to the spool. In addition, B-1 sequence valve 5
No. 6 takes the lower half position by receiving the D range pressure in the control oil chamber via the oil passage L-3 at the first speed, and takes the lower half position at the second speed, whereby the hydraulic pressure is supplied to the hydraulic servo B-2 and the hydraulic pressure rises Then, the spool pressure is received from the hydraulic servo B-2, and the spool is pushed rightward by the sequence pressure and the spring load to take the upper half position.

As a result, the hydraulic pressure from the 1-2 shift valve 57 is supplied to the 3-4 shift valve 62 via the B-1 sequence valve 56, and the 3-4 shift valve 62
Is supplied to the hydraulic servo B-1 via the oil passage L-24 and the B-1 control valve 70. Thus, the hydraulic pressure is supplied to the hydraulic servo B-1 in response to the rise of the hydraulic pressure in the hydraulic servo B-2.

Incidentally, the neutral relay valve 64 assumes the upper half position during the neutral control. Therefore, the neutral control, C1 oil pressure P _C1 that is allowed to occur in the oil passage L-15 is supplied to the hydraulic servo C1 through the oil passage L-16, the neutral relay valve 64 and the oil passage L-17 You. The hydraulic pressure supplied to the 3-4 shift valve 62 via the B-1 sequence valve 56 is also supplied to the 1-2 shift valve 57, and further from the 1-2 shift valve 57, the oil passage L-25. Is supplied to the B-1 control valve 70 as a signal oil pressure via the neutral relay valve 64 and the oil passage L-23.

The neutral relay valve 64 assumes the lower half position at the first to fourth speeds. Therefore, 1
During the first to fourth speeds, the oil at the D range pressure is supplied to the hydraulic servo C-1 via the oil passage L-3, the neutral relay valve 64, and the oil passage L-17. Further, the neutral relay valve 64 is switched to the upper half position during the neutral control, and connects the oil passage L-16 and the oil passage L-17.

Reference numeral 68 denotes a damper valve disposed in the oil passage L-17 for smoothing the discharge of oil from the hydraulic servo C-1. Reference numeral B-4 denotes a hydraulic servo for the fourth brake B4. Next, the operation of the automatic transmission control device having the above configuration will be described. FIG. 6 is a flowchart showing the operation of the control device for the automatic transmission according to the embodiment of the present invention. Step S1 A neutral control process is performed. Step S2 Congestion road control processing is performed.

Next, the subroutine of the neutral control process in step S1 will be described. FIG. 7 is a flowchart of a neutral control process in the embodiment of the present invention, and FIG. 8 is a time chart of the automatic transmission control device in the embodiment of the present invention. FIG. 8 is used in the description of each subroutine described later. Step S1-1: Perform first clutch release control processing.
In this case, the vehicle speed is estimated to be zero, the second speed shift output is generated at the set timing, the engagement of the second brake B2 (FIG. 2) and the first brake B1 is started, and the hill hold control is performed. C-1 oil pressure P _C1 at the set timing
Sweep down.

For this purpose, the engine corresponding to the input torque
Rotation speed N_EAnd the engine speed N_ECorresponding to
C-1 oil pressure P_C1Output, the C-1 oil pressure P_C1Gradually
To lower. The input torque is the engine speed.
N_EIn addition to engine air intake, fuel injection, etc.
It can also be detected indirectly. Furthermore, a not-shown
The input torque of the transmission 16 is directly detected by the torque sensor.
Can also be issued. In this case, the torque converter
The torque sensor is attached to the output shaft 14 of the
You. Step S1-2 Perform in-neutral control processing,
Form a neutral control state. In this case, the engine
Revolution N_EAnd clutch input side rotation speed N_C1Is stable
And after both have stabilized, C-1
Hydraulic pressure P_C1Is increased or decreased by the set pressure. Step S1-3: Perform first clutch engagement control processing.
In this case, C-1 oil pressure P _C1The throttle opening θ, engine
Rotation speed N_EHigher by the set pressure set based on
To the piston stroke of the hydraulic servo C-1 (Fig. 5).
End the movement of the piston at And the hydraulic pressure
Of the piston in the piston stroke of the servo C-1
After the movement is completed, C-1 oil pressure P_C1Set pressure higher by
This prevents an engagement shock from occurring.

Next, the subroutine of the first clutch release control process in step S1-1 of FIG. 7 will be described with reference to FIG.
To 12, and 14 and 15. FIG. 9 is a first flowchart of the first clutch release control process in the embodiment of the present invention, FIG. 10 is a second flowchart of the first clutch release control process in the embodiment of the present invention, and FIG. FIG. 12 is a diagram showing a set time map in the embodiment, FIG. 12 is a diagram showing a relationship between an engine speed, an input torque and a throttle pressure in the embodiment of the present invention, and FIG. FIG. 15 is a time chart showing the timing to start disengaging the first clutch in the embodiment of the present invention. In FIG. 12, the horizontal axis represents the engine speed _NE and the vertical axis represents the input torque T _T (=
t · C · N _E ² ) and C-1 oil pressure P _C1 . Step S1-1-1: A vehicle speed zero estimating process is performed based on the amount of change in the clutch input side rotational speed N _C1 . Step S1-1-2 The stop state detecting means 102 (FIG. 1) waits until the neutral control start condition is satisfied, and when the start condition is satisfied, step S1-1-3.
Proceed to. At the same time, timing of a first timer (not shown) is started.

In this case, the clutch input side rotational speed N _C1
Is substantially zero, the accelerator pedal (not shown) is released, the throttle opening θ is equal to or lower than the set value, and the oil temperature detected by the oil temperature sensor 46 (FIG. 2) is equal to or higher than the set value. That is, when all of the conditions that the brake pedal (not shown) is depressed and the brake switch 48 is turned on are satisfied, it is determined that the start condition is satisfied. It should be noted that whether or not the clutch input side rotation speed N _C1 has become substantially zero is determined by whether or not the detection limit of the rotation speed sensor 47 has been detected. In the present embodiment, the actual vehicle speed is equal to the set value (2 [km / h]).
When it becomes, it is determined that the detection limit of the rotation speed sensor 47 has been detected. Step S1-1-3: Stop state detecting means 102
, Said first waits for the time T ₁ by counting of the timer expires, if the time has elapsed T ₁ step S1-1
Go to -4. Here, the time T ₁ is calculated by the vehicle speed zero estimation process, and it is estimated that the vehicle speed becomes zero when the time T ₁ has elapsed. Step S1-1-4 The congestion degree determining means (not shown) of the automatic transmission control device 41 refers to the map shown in FIG. 11 and based on the congestion degree value TRF-NTRF obtained in the congestion road control processing in step S2. To determine the degree of congestion. Then, a set time T _NSTART set in association with the congestion degree value TRF-NTRF is read and set to a clutch release timer (not shown), and timing of the clutch release timer is started at a timing ta when _a vehicle stop state is detected. Let it.

When the vehicle travels on a congested road, stop and start are repeated at a low vehicle speed, hunting of the neutral control occurs, and the first clutch C1 is frequently disengaged. Therefore, it is conceivable that neutral control is performed after a sufficiently long time has elapsed since the detection of the vehicle stop state to prevent hunting from occurring.

However, when the neutral control is performed in this manner, it is effective when the degree of congestion is relatively large, but when the degree of congestion is small, the frequency of stopping and starting the vehicle is low, and the hunting of the neutral control is performed. If the neutral control is performed after a sufficiently long time has elapsed since the detection of the vehicle stop state, the effect of improving the fuel efficiency by the neutral control is reduced.

Accordingly, in traveling on a congested road, the time from when the vehicle stopped state is detected to when the neutral control is started is set according to the degree of congestion, thereby preventing occurrence of hunting in the neutral control. Thus, the effect of improving fuel efficiency by the neutral control can be enhanced. Therefore, as the congestion degree value TRF-NTRF decreases, the set time T _NS
The short _TART, so that the congestion degree value TRF-NTRF to set the larger as the set time T _{NSTA RT} long.

[0054] Therefore, as shown in FIG. 15, with a change in setting time T _nStart, different timing t _b to start the release of the first clutch C1 lowers the C1 oil pressure P _C1. In the conventional control device for an automatic transmission, as shown in FIG. 14, the time T _SN from the detection of the vehicle stop state to the start of the neutral control is fixed, and the release of the first clutch C1 is started. the timing t _b does not change. Step S1-1-5: The clutch release means 103 waits _{until the} set time T _NSTART measured by counting the clutch release timer elapses, and when the set time T _NSTART elapses,
The process proceeds to step S1-1-6 at the timing t _b. Step S1-1-6: It is determined whether or not the traffic jam road flag is on. If the congestion road running flag is on, the process proceeds to step S1-1-8; otherwise, the process proceeds to step S1-1-7. When the vehicle is traveling on a congested road, the first speed shift output is not generated even if the stop state detecting means 102 detects the vehicle stop state. Therefore, there is no need to generate the second-gear shift output,
Step S1-1-7 is passed. Step S1-1-7: The brake engagement means 104 generates a second speed shift output in order to start the hill hold control, and the first solenoid signal S ₁ for opening and closing the first solenoid valve S1 (FIG. 4). Turn on the hydraulic servo B
-2 is supplied with hydraulic pressure to engage the second brake B2.
With the rise of the hydraulic pressure in the hydraulic servo B-2, the sequence pressure in the hydraulic servo B-2 is supplied to the B-1 sequence valve 56 (FIG. 5).
-1, the first brake B1 is engaged.

In this way, the hill hold control is performed, the second speed is achieved in the transmission 16, and the first clutch C1, the first brake B1, and the second brake B2 are achieved.
And the fourth brake B4 is engaged, and the one-way clutches F1, F3 are locked. By the way, when the first brake B1 is engaged, the one-way clutch F2 locks in a direction to prevent the vehicle from moving backward.

Therefore, the hill hold control is performed.
When the vehicle tries to reverse on an uphill road,
The reverse rotation is transmitted to the output shaft 23 of the transmission 19,
Gear R₁To rotate in the forward direction,
Since the one-way clutch F2 prevents this rotation, the vehicle
Does not retreat significantly. Step S1-1-8: Third solenoid signal S_ThreeOn
And switch the neutral relay valve 64 to the upper half position.
Change, C-1 oil pressure P_C1To a controllable state. Step S1-1-9 As shown in FIG.
K T_TEngine speed N corresponding to_EIs detected and the reference
Engine rotation speed N_EmThe engine speed N_ESet the value of
You. Step S1-1-10: The first clutch C1 is released.
C-1 oil pressure P just before starting_C1Is the engine speed N_ETo
Generated and output. Step S1-1-11 Input torque T_TCorresponding to
Engine rotation speed N_EIs detected again. Step S1-1-12 Engine speed N_EIs the reference
Engine rotation speed N_EmTo determine if it has changed.
Refuse. Engine speed N_EIs the reference engine speed N_Em
If it has changed as compared with step S1-1-13,
If not, the process proceeds to step S1-1-14.
No. Step S1-1-13 In step S1-1-12,
And the engine speed N_EIs the reference engine speed N_EmAnd ratio
Engine speed N when it is determined that the engine speed has changed_E
Refer to the value of_EmSet to a new reference
Engine speed N _EmC-1 oil pressure P corresponding to_C1Occurs
And output. Step S1-1-14: The clutch release means 103
As shown in the following equation, the set time T_DOWNEvery time
C-1 oil pressure P_C1Set pressure P_THDOWNLow (sweep
Eun).

[0057] P _TH = P _TH -P _THDOWN step S1-1-15 after the release state of the first clutch C1 has been formed, the speed ratio _{e (= N C1 / N E} ) is constant e ₁
Continued vacuum in step S1-1-14 until larger, the speed ratio e is greater than the constant e _1, the decompression steps S1-1-14 is terminated to stop, the speed ratio e is than the constant e ₁ If not, step S1-
Return to 1-11. The constant e _1, taking into account the delay of the change in the clutch input side RPM N _C1 for the hydraulic operation when releasing the first clutch C1, for example, 0.75. Note that, instead of the speed ratio e, the clutch input side rotational speed N _C1
May be used.

By the way, has the difference ΔN between the engine speed N _{E as} the input speed of the torque converter 12 and the clutch input side speed N _C1 as the output speed (hereinafter referred to as “differential speed”) changed? If an attempt is made to determine the engagement state of the first clutch C1 by determining whether the differential rotation ΔN does not change, for example, in either the fully engaged state or the released state of the first clutch C1. . Therefore, it becomes difficult to distinguish between the state where the first clutch C1 is completely engaged and the state where the first clutch C1 is released.

Therefore, the speed ratio e is constant e₁Bigger
Waiting for the first clutch C1
Can be brought to a state immediately before the engagement of the vehicle starts. Next
The vehicle speed zero estimation in step S1-1-1 in FIG.
The processing subroutine will be described. FIG. 13 shows the present invention.
Of zero vehicle speed estimation processing in the embodiment of the present invention
It is. Step S1-1-1-1 Current clutch input side rotation
Number N_{C1 (i)}From the clutch input side before the time Δt
N_{C1 (i-1)}Is subtracted to obtain the rotational speed difference ΔN _{C1 (i)}
Is calculated. In this case, the time Δt is determined by the automatic transmission
It is set by a clock in the control device 41 (FIG. 2),
The clutch input side rotation speed N for each time Δt_C1Is detected
It has become. Step S1-1-1-2 Speed difference ΔN_{C1 (i)}The time
Calculate the deceleration A of the vehicle by dividing by Δt
You. Step S1-1-1-3: Current clutch input side rotation
Number N_{C1 (i)}Stop by dividing by the deceleration A
Time T until state₁Is calculated.

Next, the relationship between the engagement / disengagement state of the first clutch C1 and the differential rotation ΔN will be described with reference to FIGS. FIG. 16 is an explanatory diagram of a state of the first clutch in the embodiment of the present invention, FIG. 17 is a time chart when the first clutch is in the drag region in the embodiment of the present invention, and FIG. 18 is an embodiment of the present invention. The first in
5 is a time chart when the clutch is in a slip region. In FIG. 16, the horizontal axis indicates the C-1 oil pressure P.
_The differential rotation ΔN and the torque Tq are plotted on the vertical axis of _C1 .

In FIG. 16, Tq is the torque transmitted from the engine 10 (FIG. 2) to the transmission 16 via the first clutch C1, and ΔN is the differential rotation. C-1 oil pressure P
_{When C1} is gradually increased, the torque Tq increases,
As the torque Tq increases, the torque converter 12
, And the differential rotation ΔN increases accordingly.

Therefore, it is necessary to determine the differential rotation ΔN.
Therefore, the disengagement state of the first clutch C1, that is, the torque
The transmission state of the click can be known. By the way, the first crack
C1 is engaged from the completely released state and C-
1 oil pressure P_C1The piston of the hydraulic servo C-1
The position where the stroke is lost (hereinafter referred to as “stroke end position
”. ). Next, C-1 oil pressure P _C1Update
, The first clutch C1 is completely engaged.
You. Therefore, the state where the first clutch C1 is completely released.
Until the piston reaches the stroke end position
The area is the drag area (inactive area), and the piston
After reaching the trooke end position, the first clutch C1
Slip area (operating area) until completely engaged
And

In the drag region, the friction members of the first clutch C1 are not brought into contact with each other. However, a slight torque Tq is transmitted via the first clutch C1 due to the viscosity characteristics of the oil existing between the friction materials. The torque Tq gradually increases as the piston stroke increases and the clearance (gap) between the friction materials decreases. Therefore, also in the drag region, the differential rotation ΔN is generated with the transmission of the torque Tq, and the differential rotation ΔN increases as the torque Tq increases.
N also gradually increases.

On the other hand, in the slip region, the friction members are brought into contact with each other, so that a frictional force is generated and the torque Tq increases sharply. In addition, since the piston has already reached the stroke end position, there is no oil flow in the hydraulic servo C-1, and the C-1 oil pressure _PC1 sharply increases. As a result, the frictional force increases accordingly, and the torque Tq further increases. Then, as a result of the sudden increase in the torque Tq, the differential rotation ΔN also rapidly increases.

Next, the change in the disengagement state of the first clutch C1
(Hereinafter referred to as “change amount”) in which the differential rotation ΔN changes
U. ) And the change per unit time of the differential rotation ΔN (hereinafter
Below, it is called "change rate". ) The relationship with ρ will be described.
Note that the sampling time T _SAMWhen the timing of
The reference differential rotation ΔN_mAnd the change
The amount δ is determined by the differential rotation ΔN at any time and the reference differential rotation ΔN_mWhen
Can be expressed as

C-1 supplied to the hydraulic servo C-1
When trying to increase the oil pressure P _C1 , as described above, the differential rotation ΔN changes gradually in the drag region and sharply in the slip region. Therefore, the differential rotation Δ
The change amount δ of N is small in the drag region and large in the slip region. Also, the change rate ρ of the differential rotation ΔN is small in the drag region and large in the slip region.

[0067] Therefore, paying attention differ in between the rate of change ρ is the drag region and the slip region, each of the standard change in the drag region and slip region when the high C1 oil pressure P _C1 by the set pressure [Delta] P _UP The rates ρ ₁ and ρ ₂ are obtained, a value between the _two rates of change ρ ₁ and ρ ₂ is appropriately selected, and the value is set as a reference rate of change ρ _REF . The reference change rate ρ
_{When REF} is set in this manner, the rate of change ρ while the first clutch C1 is in the drag area is always smaller than the reference rate of change ρ _REF , and the rate of change ρ while the first clutch C1 is in the slip area is equal to the reference rate of change. It is always greater than the ratio ρ _REF .

Therefore, by comparing the change rate ρ with the reference change rate ρ _REF , it can be easily determined whether the first clutch C1 is in the drag area or the slip area. That is, in a first clutch C1 is drag area when the differential rate [rho is smaller than the reference change rate [rho _REF, the rate of change [rho reference change rate [rho _{RE F}
When it is larger, it can be determined that the first clutch C1 is in the slip region.

Further, based on the determination, the first clutch C1 can be maintained in a state immediately before shifting from the drag region to the slip region. Therefore, when the in-neutral control is started, at least the hydraulic servo C-
Until the first piston starts retreating, the C-1 oil pressure _PC1 is lowered to shift the first clutch C1 from the slip range to the drag range.

Subsequently, the C-1 oil pressure P _C1 is controlled so that the change rate ρ of the differential rotation ΔN does not exceed the reference change rate ρ _REF . Here, in the present embodiment, when comparing the change rate ρ and the reference change rate ρ _REF , instead of directly comparing the two, the change amount δ of the differential rotation ΔN per set time and the reference The threshold value corresponding to the change rate ρ _REF is compared with the threshold value.

Then, as shown in FIGS.
Sampling time T_SAMBesides the sampling time
T_SAMT obtained by dividing the time into three_S1, T
_S2Is the set time. In this case, the first clutch C1
After the engagement of _S1, T_S2And sampling
Time T_SAMThe time when has elapsed, respectively, t1
When t3, the threshold ΔN at each of the timings t1 to t3_Ri
(I = A, B, C) is ΔN_RA= Ρ_REF・ T_S1 ΔN_RB= Ρ_REF・ T_S2 ΔN_RC= Ρ_REF・ T_SAM become.

Incidentally, since the rate of change ρ is small in the drag region, as can be seen from FIG. 17, even if the amount of change δ of the differential rotation ΔN increases with time, each of the timings t1 to t3 Threshold ΔN
Never exceed _Ri . Therefore, the sampling time T
C1 oil pressure P _C1 is higher by the set pressure [Delta] P _UP every _{time SAM} has elapsed, the process proceeds to released states of the first clutch C1 to the slip region side. Thus, the piston of the hydraulic servo C-1 is brought closer to the stroke end position every time the sampling time _TSAM elapses.

Then, the piston has a stroke end.
Position and the first clutch C1 shifts to the slip range.
Then, the change rate ρ of the differential rotation ΔN becomes the reference change rate ρ_REFThan
growing. For example, as shown in FIG.
After the engagement of switch C1 is started, time T _S1Before the expiration of
At the time t4, the change amount δ of the differential rotation ΔN is equal to the threshold value N._RA
Exceeds. Therefore, at timing t4 (actually, the automatic transmission
According to the control program of the control device 41, the change amount δ
Threshold N_RAAt the time when it is determined that the
Switch C1 shifts from the drag area to the slip area.
Judge, C-1 oil pressure P _C1Set pressure ΔP_DOWNOnly lower
You. Then, sampling is performed at the timing t4.
Time T_SAMReset. In this case, similarly,
Time T from mining t4_S1, T_S2, And sampling ties
Mu T_SAMAt the time t5 to t7
At each of the timings t5 to t7, the threshold ΔN
_RiAre set respectively.

As described above, when the first clutch C1 shifts from the drag range to the slip range, the C-1 oil pressure P _C1
Is reduced, the first clutch C1 is always maintained in the state immediately before shifting from the drag region to the slip region. Therefore, the friction members of the first clutch C1 are hardly brought into contact with each other, so that the torque Tq transmitted from the engine 10 to the transmission 16 becomes extremely small. As a result, not only can the fuel efficiency be improved, but also the occurrence of idle vibration in the vehicle can be prevented. Further, it is possible to prevent each friction material of the first clutch C1 from generating heat and from decreasing durability.

Further, the piston of the hydraulic servo C-1 is
Since the piston is maintained just before the stroke end position, the loss stroke of the piston can be reduced. Therefore, it is possible to prevent the engagement delay due to the loss stroke of the piston from occurring. As a result, the engine 10
And the occurrence of an engagement shock can be prevented.

By the way, in the drag region,
The change amount δ of the differential rotation ΔN is the threshold value ΔN_RiCan not exceed
And sampling time T_SAMC-1 each time
Hydraulic pressure P _C1Set pressure ΔP_UPThe first clutch C1
Shift to the slip area side
You. However, C-1 oil pressure P_C1Set pressure ΔP_UPOnly high
The hydraulic servo C-
Actual C-1 oil pressure P within 1_C1Delay in the rise of
You.

Therefore, if the C-1 oil pressure P _C1 is increased by the set pressure ΔP _UP in the previous judgment and there is a delay in the rise of the C-1 oil pressure P _C1 after the elapse of the sampling time T _SAM , In fact, the change amount δ is
Despite exceeding _Ri , it may be apparently determined that the change amount δ does not exceed the threshold value ΔN _Ri . In that case, the C-1 oil pressure P _C1 becomes faster than the set pressure ΔP
Since the pressure is increased by _UP, the delay in the rise of the C-1 oil pressure P _C1 is accumulated, and an overshoot occurs when shifting from the drag region to the slip region.

If the sampling time T _SAM is longer than necessary, the piston is retracted more than necessary. Therefore, in order to increase the C-1 oil pressure P _C1 at appropriate time points, it is necessary to complete the actual change of the C-1 oil pressure P _C1 when the set pressure ΔP _{UP is} increased. According to the time, the sampling time T
_SAM is set.

Accordingly, since the set pressure ΔP _UP is increased after the delay in the increase of the C-1 oil pressure P _C1 is eliminated, the delay is not accumulated, and the first clutch C1 is shifted from the drag region to the slip region. , It is possible to prevent the occurrence of overshoot.
Further, it is possible to prevent the piston of the hydraulic servo C-1 from retreating more than necessary.

Next, the subroutine of the in-neutral control process in step S1-2 in FIG.
This will be described based on 9 and 20. FIG. 19 is a first flowchart of the in-neutral control process in the embodiment of the present invention, and FIG. 20 is a second flowchart of the in-neutral control process in the embodiment of the present invention. Step S1-2-1 hydraulic control flag F, the initial setting is set count value C of a counter (not shown), and the initial value of the reference differential speed .DELTA.N _m as follows.

F ← OFF C ← 0 ΔN_m← Differential rotation ΔN (= N_E-N_C1)
Step S1-2-2, S1-2-3 C-1 oil pressure P_C1
At the final value in the first clutch release control process.
You. The first clutch C1 has been released to a predetermined state.
Whether the differential rotation ΔN has changed immediately after the
Is started, the first clutch release control process is started.
Can cause misjudgment due to change in differential rotation ΔN due to pressure reduction
There is a potential. Therefore, a second timer (not shown) is used.
Time, time T _TwoWaits for the passage of time, during which time the C
-1 oil pressure P_C1Holds the value of Thereby, the differential rotation ΔN
Is delayed to determine whether the first clutch C
C-1 oil pressure in an unstable state immediately after release of 1
P_C1Can be prevented from being controlled. Time T_Two
Has elapsed, the process proceeds to step S1-2-4. Step S1-2-4 Engine speed N_EFrom crack
H Input side rotation speed N_C1Is subtracted to obtain the differential rotation ΔN
Is calculated. Step S1-2-5 Samples set in advance
Time T_SAMHas elapsed, for example, 1.0
Whether [sec] or 0.5 [sec] has passed
to decide. Sampling time T_SAMIf has passed
If not, go to step S1-2-6.
Proceed to step S1-2-11. Step S1-2-6 Differential rotation ΔN and reference differential rotation ΔN_m
, The absolute value of the change amount δ is equal to the threshold value ΔN_RCLess than
Is determined. The absolute value of the change amount δ is equal to the threshold value Δ
N_RCIf not, the process proceeds to step S1-2-7.
The absolute value of δ is the threshold ΔN_RCIf greater, step S1
Go to -2-9. Step S1-2-7: The count value C is equal to the set value C_RThan
Determine if it is small. Count value C is set value C_R
If smaller than the set value C, the process proceeds to step S1-2-8._R
If so, the process proceeds to step S1-2-16. Step S1-2-8: Sampling time T_SAMIs
Even if the absolute value of the change amount δ is equal to the threshold value ΔN_RCIs the following
It is determined that the first clutch C1 is in the drag region,
Sampling time T_SAMAt the time when C-1 oil has passed
Pressure P_C1Set pressure ΔP _UPOnly higher (pressure increase).

[0082] P _C1 ← P _C1 + ΔP _UP further sets the differential rotation .DELTA.N the reference differential speed .DELTA.N _m, turning on the oil pressure control flag F. ΔN _m ← ΔNF ← ON Step S1-2-9 Since it is possible to determine that the first clutch C1 is shifting from the drag region to the slip region, the C-1 oil pressure P at the time when the sampling time T _SAM has elapsed. _C1 is lowered (reduced pressure) by the set pressure ΔP _DOWN .

[0083] P _C1 ← P _C1 -ΔP _DOWN further sets the differential rotation .DELTA.N the reference differential speed .DELTA.N _m, as well as to turn off the hydraulic control flag F, subtracting the value "1" from the count value C of the counter. ΔN _m ← ΔN F ← OFF C ← C-1 (however, if it becomes C <0 and C = 0.) In step S1-1-15 of the first clutch release process, the speed ratio e is constant When it is determined that greater than e _1, it is confirmed that the first clutch C1 is released to some extent. As a result, the first clutch release processing is terminated, but the first clutch C1 has not been released to the extent that the piston of the hydraulic servo C-1 starts to retreat. Therefore, it is necessary to lower the C-1 oil pressure P _C1 until the first clutch C1 shifts from the slip region to the drag region. Steps S1-2-9 until the first clutch C1 shifts from the slip area to the drag area.
Is repeated.

Note that the first clutch C1 is temporarily
1) When shifting from the slip area to the drag area,
The clutch C1 shifts from the drag region to the slip region.
Step S1-2-9 because it is maintained in the state immediately before
Is not performed. Thus, the change amount δ is equal to the threshold
ΔN_RCIf the pressure exceeds P, the C-1 oil pressure P _C1Set
Constant pressure ΔP_DOWNBy repeating the process of lowering
And the piston of the hydraulic servo C-1 starts to retreat without fail.
Until the first clutch C1 is released. Step S1-2-10 Step S1-2-9
C-1 oil pressure P before pressure reduction_C1See C-1 hydraulic pressure P
_C1mAs well as a storage device (not shown).
Store.

P _C1m ← P _C1 Before Decompression Step S1-2-11 Update processing of the threshold value ΔN _Ri is performed. Step S1-2-12: Check whether the hydraulic pressure control flag F is ON, that is, whether the previous sampling time T
It is determined whether or not the C-1 oil pressure P _C1 has been increased at the time when the _SAM has elapsed. If the hydraulic pressure control flag F is on, the process proceeds to step S1-2-13; otherwise, the process proceeds to step S1-2-16. Step S1-2-13 Previous sampling time T
At the time when the _SAM has elapsed, the C-1 oil pressure P _C1 becomes equal to the set pressure Δ.
Since the pressure difference is increased by P _UP (the hydraulic control flag F is turned on), it is determined whether or not the change amount δ obtained by subtracting the reference difference rotation ΔN _m from the difference rotation ΔN is equal to or smaller than the threshold value ΔN _Ri . If the change amount δ is equal to or smaller than the threshold value ΔN _Ri , Step S1-2
If the change amount δ is larger than the threshold value ΔN _{Ri at} -14, the process proceeds to step S1-2-16. Step S1-2-14 Previous sampling time T
At the time when the _SAM has elapsed, the C-1 oil pressure P _C1 becomes equal to the set pressure Δ.
As a result of the increase by P _UP , the difference rotation ΔN has changed greatly. Therefore, it is determined that the first clutch C1 is shifted from the drag region to the slip region, the C1 oil pressure P _C1 of the set pressure [Delta] P _DOWN as low at step S1-2-16 described below (reduced pressure).

P _C1 ← P _C1 −ΔP _DOWN Further, the sampling time T _SAM is reset, the hydraulic pressure control flag F is turned off, and the value “1” is added to the count value C of the counter. F ← off C ← C + 1 In this case, when the C-1 oil pressure P _C1 is lowered by the set pressure ΔP _DOWN , the first clutch C1 is in a state immediately before shifting from the drag region to the slip region, so that the set pressure ΔP
C-1 oil pressure P _C1 changed by lowering by _DOWN
Wants to increase the C-1 oil pressure P _C1 again by the set pressure ΔP _{UP when the} pressure becomes stable. Therefore, the C-1 oil pressure P _C1 becomes equal to the set pressure ΔP
It detects that it has been lowered by _DOWN , resets the sampling time _TSAM at the time of detection, and restarts the timing.

In this way, after the C-1 oil pressure P _C1 is lowered by the set pressure ΔP _DOWN , it can be increased earlier by the set pressure ΔP _UP, so that the first clutch C1 is always shifted from the drag range to the slip range. The state immediately before the transition can be maintained. By the way, the sampling time T _SAM
Is reset, the change amount δ becomes equal to the threshold value ΔN _RC
When the pressure _decrease of the C-1 oil pressure P _C1 is detected when the pressure exceeds
The process of step S1-2-9 is performed, and the C-1 oil pressure P _C1
Is lowered.

Therefore, the C-1 oil pressure P _C1 becomes equal to the set pressure ΔP _DOWN
, The reference difference rotation ΔN _m is not set. In this case, the change amount [delta], becomes the difference between the rotational difference .DELTA.N and previous reference differential speed .DELTA.N _m, becomes almost 0 basically. Thus, after lowering the C1 oil pressure P _C1 by the set pressure [Delta] P _DOWN, it can be raised by the set pressure [Delta] P _UP. As a result, the processing in step S1-2-9 is hardly executed. Step S1-2-15 Refer to C-1 oil pressure P _C1 before pressure reduction in step S1-2-14.
_It is set as _C1m and stored in a storage device (not shown).

P _C1m ← P _C1 Before Decompression Step S1-2-16 It is determined whether or not the end condition of the in-neutral control of the first clutch C1 is satisfied. If the end condition is satisfied, the in-neutral control process ends, and if the end condition is not satisfied, the process returns to step S1-2-4 and repeats the above process.

Next, a subroutine for updating the threshold value ΔN _Ri in step S1-2-11 in FIG.
This will be described with reference to FIG. FIG. 21 is a flowchart of threshold update processing according to the embodiment of the present invention. In the present embodiment, the threshold ΔN _RA is set to 15 [rpm],
The threshold ΔN _RB is 20 [rpm] and the threshold ΔN _RC is 30 [r
pm]. Step S1-2-11-1 Sampling time T
_It is determined whether or not the time elapsed since the start of _SAM timing (hereinafter referred to as “elapsed time”) T _sam is shorter than the time T _S1 . The elapsed time T _sam is the case shorter than the time T _S1 step S1-2-11-2, the elapsed time T _sam time T _S1
If so, the process proceeds to step S1-2-11-3. Step S1-2-11-2: ΔN _RA as threshold ΔN _Ri
Is set. Step S1-2-11-3: The elapsed time T _sam is equal to the time T
Determine if it is shorter than _S2 . If the elapsed time T _sam is shorter than the time T _S2, go to step S1-2-11-4. If the elapsed time T _sam is longer than the time T _S2 , go to step S1.
Proceed to -2-11-5. Step S1-2-11-4: ΔN _RB as threshold ΔN _Ri
Is set. Step S1-2-11-5: ΔN _RC as the threshold ΔN _Ri
Is set.

Next, the subroutine of the first clutch engagement control process in step S1-3 of FIG. 7 will be described with reference to FIG.
The description will be made based on 2 to 24. FIG. 22 is a first flowchart of a first clutch engagement control process in the embodiment of the present invention, and FIG. 23 is a first flowchart of the first clutch engaging control process in the embodiment of the present invention.
FIG. 24 is a second flowchart of the clutch engagement control process.
FIG. 4 is a diagram showing a relationship between a throttle opening and a set value in the embodiment of the present invention. In FIG. 24, the horizontal axis represents the throttle opening θ, and the vertical axis represents the constant _PC1S . Step S1-3-1: The clutch input side rotational speed N _C1 at the time when the end condition of the in-neutral control is satisfied is set to the value N
_It is set to ₍₁₎ and stored in a memory (not shown) in the automatic transmission control device 41 (FIG. 2). At the same time, the timer of the third timer is started. Step S1-3-2 Step S1-2-10, S1
Referring C1 oil pressure P _C1m as the set base pressure in -2-15, and adding a constant P _C1S as shelf pressure, it sets the value after the addition as the C1 oil pressure P _C1. The constant _PC1S is set to a value that can reliably move a piston (not shown) of the hydraulic servo C-1 (FIG. 5) and can reduce an engagement shock generated by engagement. .

Therefore, when the driver performs the starting operation,
When the transition from the stop state of the vehicle to the start state is detected,
The constant P _C1S reference C1 oil pressure P _C1m is higher hydraulic pressure supplied to the hydraulic servo C1 is added, the first clutch C1 is in the half-engaged state. Then, the hydraulic servo C
-1, the hydraulic pressure supplied to the first clutch C
1 is fully engaged. Step S1-3-3: Wait until the clutch input side rotation speed N _C1 becomes smaller than the value obtained by subtracting the constant DSN from the value N ₍₁₎ , and then the clutch input side rotation speed N _C1 becomes the constant DSN from the value N _(1). Becomes smaller than the value obtained by subtracting
1 is determined to have started, and Step S1-3-4 is determined.
Proceed to. Step S1-3-4: It is determined whether or not the shift speed is the first speed. If it is the first speed, the process proceeds to step S1-3-7,
If it is not the first speed, the process proceeds to step S1-3-5. Step S1-3-5 It is determined whether or not the congested road traveling flag is on. If the congestion road traveling flag is on, the process proceeds to step S1-3-7, and if not, the process proceeds to step S1-3-6. When the vehicle is traveling on a congested road, the first speed shift output is not generated even if the vehicle stop state is detected by the stop state detecting means 102 (FIG. 1). Therefore, there is no need to generate the first-gear shift output, so that step S1-3-6 is skipped. Step S1-3-6 Generates the first speed shift output. Step S1-3-7 Linear solenoid valve 66
Change the throttle pressure P _TH from (FIG. 4), after the C1 oil pressure P _C1 to the pressure P _B (Fig. 8), is swept up. Thereafter, every time the time Δt _B elapses, the set pressure ΔP _B
Each time, the C-1 oil pressure _PC1 is increased, and the engagement of the first clutch C1 is continued. Step S1-3-8: Time T measured by the third timer
Determine if ₃ has elapsed. To step S1-3-11 If the time T ₃ has elapsed, if it is not passed, the process proceeds to step S1-3-9. Step S1-3-9: It is determined whether or not the clutch input rotation speed N _C1 is smaller than a constant DEN. If the clutch input rotation speed N _C1 is smaller than the constant DEN, step S1-
Proceeding to 3-10, the clutch input rotation speed N _C1 becomes a constant DEN
If so, the process returns to step S1-3-3. In addition,
When it is determined that the clutch input rotation speed N _C1 is smaller than the constant DEN, the fourth timer starts counting time. Step S1-3-10 fourth time T ₄ timed by the timer to determine whether the elapsed. If the T ₄ has elapsed time the procedure proceeds to step S1-3-11, if it is not passed back to the step S1-3-3.

[0093] In this case, the constant P _C1S, the pressure P _B, set values such as the set pressure [Delta] P _B is set on the basis of a variable corresponding to the input torque T _T such throttle opening theta. Turn off Step S1-3-11 third solenoid signal S _3. Next, a subroutine of the traffic congestion road control process in step S2 in FIG. 6 will be described.

FIG. 25 is a flowchart showing a subroutine of a congested road control process according to the embodiment of the present invention.
6 is a time chart for comparison showing a running state of the vehicle on a congested road, FIG. 27 is a time chart showing a running state of the vehicle on a congested road in the embodiment of the present invention, and FIG.
FIG. 8 is a diagram showing a map of a shift pattern for traveling on a non-congested road according to the embodiment of the present invention, and FIG. 29 is a diagram showing a map of a shift pattern for traveling on a congested road according to the embodiment of the present invention. 28 and 29, the horizontal axis represents the vehicle speed v, and the vertical axis represents the throttle opening θ.

26 and 27, v is the vehicle speed, v
_1/2 is the threshold value at the time of 1-2 shift, v _2/1 is 2-1
The threshold value at the time of shifting, v _3/2, is a threshold value at the time of 3-2 shifting. In the control device of the conventional automatic transmission, when the vehicle is traveling on a congested road and the vehicle speed v becomes low and reaches a threshold value v _2/1 , a shift output of the first speed is generated and the 2-1 shift is performed. When the vehicle speed v increases and becomes _equal to the threshold value v1 _/ 2, the second-speed shift output is generated, and the 1-2 shift is performed. As a result, hunting occurs as shown in FIG.

Therefore, in the present embodiment, the vehicle speed v
Becomes lower than the threshold value v _3/2 , a second-gear shift output is generated, and a 3-2 shift is performed. No shift output is generated, and 2-1 shift is prohibited. Therefore, the neutral control is started in the second speed state, and is thereafter maintained in the second speed state.

For this purpose, first, based on the input from each sensor, the congested road traveling determining means 101 (FIG. 1) performs a congested road traveling determining process to determine whether the vehicle is traveling on a congested road. to decide. When it is determined that the vehicle is traveling on a congested road, a shift pattern map for traveling on a congested road is selected, and shift control is performed in accordance with the map of the shift pattern for traveling on a congested road.

On the other hand, if it is determined that the vehicle is not traveling on a congested road, a shift pattern map for non-congested road traveling is selected, and shift control is performed in correspondence with the shift pattern map for non-congested road traveling. Is performed. In this case, when the map of the shift pattern for congested road traveling is selected, the brake holding unit 105 sets the throttle opening θ, that is, the first speed when the depression of the accelerator pedal (not shown) is small and the vehicle speed v is low. The shift output of the second speed is generated without generating the shift output.

Therefore, the occurrence of hunting as shown in FIG. 26 can be prevented, so that the running feeling can be improved. Further, the first brake B1 is not engaged and disengaged and is maintained in the engaged state.
The durability of the brake B1 can be improved, and the second brake engaged with the engagement of the first brake B1 can be improved.
The durability of the brake B2 can also be improved. In this case, the shift speed is maintained at the second speed, but there is no problem in traveling because a large acceleration force is not required when traveling on a congested road.

When the vehicle is repeatedly stopped and started at a low vehicle speed when traveling on a congested road or the like, the neutral control and the hill hold control are performed each time the vehicle is stopped. Since the brake B1 is not disengaged and is kept in the engaged state, the first clutch C1
Does not disengage the first brake B1. Therefore, the first brake B1 and the second brake B
2 can be further improved in durability. Step S2-1 A signal from each sensor (not shown) is input. Step S2-2 The congested road traveling determination means 101 performs a congested road traveling determining process. Step S2-3: It is determined whether or not the congested road traveling flag is on. If the congestion road traveling flag is on, the process proceeds to step S2-5.
Proceed to 4. Step S2-4: The map of the shift pattern for non-congested road running shown in FIG. 28 is selected. Step S2-5: A map of the shift pattern for traveling on a congested road shown in FIG. 29 is selected. Step S2-6: The shift control process is performed in accordance with the map of the shift pattern for traveling on a non-congested road or the map of the shift pattern for traveling on a congested road. By the way, as shown in FIGS. 28 and 29, in the region where the throttle opening θ is large, the same gear position is selected with respect to the vehicle speed v. The map of the shift pattern for congested road traveling is set so that the selection range of the second speed with respect to the vehicle speed becomes wider than the map of the shift pattern of FIG.

Therefore, when the shift pattern map for traveling on a congested road is selected in step S2-5, the first-speed shift output is not generated when the throttle opening θ is small and the vehicle speed v is low. A second speed shift output is generated. Next, a subroutine of the congested road traveling determination processing in step S2-2 in FIG. 25 will be described.

FIG. 30 is a first flowchart showing a subroutine of traffic congestion road traveling determination processing in the embodiment of the present invention, and FIG. 31 is a second flowchart showing a subroutine of traffic congestion road traveling determination processing in the embodiment of the present invention. It is. First, in order to determine whether the vehicle is traveling on a congested road, the vehicle speed v and the throttle opening θ are detected as parameters representing the running state of the vehicle, and the detected vehicle speed v and throttle opening θ are read. . Next, the vehicle speed condition value SPF is updated in accordance with the read vehicle speed v.

Incidentally, a traffic jam status value TRF is set as an index for running on a traffic jam road. The value of the traffic congestion status value TRF is updated based on this. And the vehicle speed status value SP
If F is greater than the first set value α and the throttle opening θ is smaller than the throttle opening set value γ, it is determined that the vehicle is traveling on a congested road, and the value of the congestion status value TRF is increased. If the throttle opening θ is equal to or greater than the throttle opening set value γ, the value of the traffic congestion state value TRF is reduced.

[0104] In this case, the traffic jam condition value TRF is the lower limit value TRF _MIN is 0, the upper limit value TRF _{MA X} is set to 200, so as not to exceed the lower limit value TRF _MIN and an upper limit TRF _MAX. Further, a non-congestion situation value NTRF is set as an index of non-congestion road traveling, and the automatic transmission control device 4
The non-congestion situation value changing means of 1 is a vehicle speed situation value SP
The value of the non-congestion situation value NTRF is updated based on F. When the vehicle speed situation value SPF is smaller than the second set value β1 which is set smaller than the first set value α, it is determined that the vehicle is traveling on a non-congested road, and the non-congested situation value NTRF is determined. If the vehicle speed situation value SPF is larger than the third set value β2 which is set to be larger than the second set value β1, it is determined that the vehicle is traveling on a congested road, and the non-congestion state is determined. Decrease the value of the value NTRF.

In this case, the non-congestion status value NTRF is such that the lower limit value NTRF _MIN is 80 and the upper limit value NTRF _MAX is 180.
Is set to lower limit NTRF _MIN and upper limit NTRF
_It does not exceed _MAX . Then, the congested road traveling determination means 101 of the automatic transmission control device 41 determines whether or not the vehicle is traveling on a congested road based on the congested state value TRF and the non-congested state value NTRF.
In this case, the traffic condition value TRF is equal to the non-traffic condition value NTR.
If it is larger than F, it is determined that the vehicle is traveling on a congested road, and the congested road traveling flag is turned on.
If the RF is equal to or less than the non-congestion status value NTRF, it is determined that the vehicle is traveling on a non-congested road, and the congested road traveling flag is turned off. Note that a hysteresis is set to determine whether the non-congestion status value NTRF is greater than the congestion status value TRF. In the present embodiment, the hysteresis value DLT is set to 30. In this way, it is possible to prevent hunting from occurring when switching between traveling on a congested road and traveling on a non-congested road.

As described above, the congestion state value TRF is increased or decreased according to the throttle opening degree θ, and it is determined whether or not the vehicle is traveling on a congested road based on the congestion state value TRF. The operation of the accelerator pedal (not shown) is reflected. Therefore, it is possible to accurately determine whether the vehicle is traveling on a congested road.

For example, when the vehicle is not traveling on a congested road but is stopped at each signal and the stop time is long, the traffic jam status value TRF increases but the non-jammed traffic status value NT
Since the RF is also relatively large, it is difficult to determine that the vehicle is traveling on a congested road. The congestion status value changing means does not change the congestion status value TRF when the vehicle speed status value SPF is equal to or less than the first set value α. The value SPF is equal to or more than the second set value β1, and the third set value β
When it is 2 or less, the non-congestion situation value NTRF is not changed.

Therefore, when it is not clear whether the vehicle is traveling on a congested road or a non-congested road, it is possible to prohibit the change of the congestion status value TRF and the non-congestion status value NTRF. And non-congestion situation value NTR
F can be set to a value according to the intended purpose. As a result, it can be more accurately determined whether the vehicle is traveling on a congested road. Step S2-2-1 The vehicle speed v and the throttle opening θ are read. Step S2-2-2 Update the vehicle speed condition value SPF. Step S2-2-3: It is determined whether or not the vehicle speed condition value SPF is larger than a first set value α. Vehicle speed status value SPF
Is larger than the first set value α, Step S2-2-
If the vehicle speed condition value SPF is equal to or less than the first set value α, the process proceeds to step S2-2-7. Step S2-2-4: It is determined whether or not the throttle opening θ is smaller than the throttle opening set value γ. When the throttle opening θ is smaller than the throttle opening set value γ, the process proceeds to step S2-2-6, and when the throttle opening θ is equal to or larger than the throttle opening set value γ, the process proceeds to step S2-2-5. Step S2-2-5 A value obtained by subtracting 1 from the traffic jam status value TRF is set as the traffic jam status value TRF. Step S2-2-6 A value obtained by adding 1 to the traffic jam status value TRF is set as the traffic jam status value TRF. Step S2-2-7: Traffic jam status value TRF is lower limit value TR
It is determined whether it is smaller than F _MIN . Traffic jam value TR
F is if the lower limit value TRF _MIN smaller steps S2-
2-10, when the traffic jam condition value TRF is the lower limit value TRF _MIN or more, the process proceeds to step S2-2-8. Step S2-2-8: Traffic jam condition value TRF is upper limit value TR
Determine if it is greater than F _MAX . Traffic jam value TR
If F is larger than the upper limit value TRF _MAX, step S2-
If the traffic jam status value TRF is equal to or less than the upper limit value TRF _{MAX in} 2-9, the process proceeds to step S2-2-11. Step S2-2-9: The upper limit value TRF _MAX is set as the traffic jam situation value TRF. Step S2-2-10 sets the lower limit value TRF _MIN as the traffic jam situation value TRF. Step S2-2-11: It is determined whether or not the vehicle speed condition value SPF is smaller than the second set value β1. Vehicle speed status value S
If the PF is smaller than the second set value β1, step S2
If the vehicle speed situation value SPF is equal to or larger than the second set value β1 in -2-14, the process proceeds to step S2-2-12. Step S2-2-12 It is determined whether or not the vehicle speed condition value SPF is larger than the third set value β2. Vehicle speed status value S
If PF is larger than the third set value β2, step S2
If the vehicle speed situation value SPF is equal to or smaller than the third set value β2 in -2-13, the process proceeds to step S2-2-15. Step S2-2-13: 1 from non-congestion situation value NTRF
Is set as the non-congestion situation value NTRF. Step S2-2-14 A value obtained by adding 1 to the non-congestion status value NTRF is set as the non-congestion status value NTRF. Step S2-2-15: It is determined whether or not the non-congestion situation value NTRF is smaller than the lower limit value NTRF _MIN . If the non-congestion status value NTRF is smaller than the lower limit value NTRF _MIN , the process proceeds to step S2-2-18. If the non-congestion status value NTRF is equal to or larger than the lower limit value NTRF _MIN , the process proceeds to step S2-2-2-.
Proceed to 16. Step S2-2-16: It is determined whether or not the non-congestion situation value NTRF is larger than the upper limit value NTRF _MAX . If the non-congestion status value NTRF is larger than the upper limit value NTRF _MAX , the process proceeds to step S2-2-17. If the non-congestion status value NTRF is equal to or less than the upper limit value NTRF _MAX , the process proceeds to step S2-2-2-.
Proceed to 19. Step S2-2-17: The upper limit value NTRF _{MAX is set} to the non-congestion situation value NTRF. Step S2-2-18: The lower limit value NTRF _{MIN is set} to the non-congestion situation value NTRF. Step S2-2-19: It is determined whether or not the traffic jam running flag is off. If the congestion traveling flag is off, the process proceeds to step S2-2-22; otherwise, the process proceeds to step S2-2-20. Step S2-2-20: It is determined whether or not the traffic congestion status value TRF is equal to or less than a value obtained by subtracting the hysteresis value DLT from the non-congestion status value NTRF. Congestion status value TRF
Is less than or equal to the value obtained by subtracting the hysteresis value DLT from the non-congestion status value NTRF, the process proceeds to step S2-2-21, and the congestion status value TRF is larger than the value obtained by subtracting the hysteresis value DLT from the non-congestion status value NTRF. If so, return. Step S2-2-21 Turn off the traffic jam running flag,
It returns to step S2-2-1. Step S2-2-22: It is determined whether or not the traffic congestion status value TRF is larger than the non-congestion status value NTRF. If the traffic congestion status value TRF is larger than the non-congestion status value NTRF, the process proceeds to step S2-2-23, and if the traffic congestion status value TRF is equal to or less than the non-congestion status value NTRF, step S2-2-1.
Return to Step S2-2-23 Turn on the traffic jam running flag,
It returns to step S2-2-1.

Incidentally, a vehicle speed v is a typical parameter for determining whether or not the vehicle is traveling on a congested road. That is, generally, when the vehicle speed v is low, the possibility that the vehicle is traveling on a congested road is high, and when the vehicle speed v is high, the possibility that the vehicle is traveling on a congested road is low. However, if the traveling conditions temporarily deviate from the traveling conditions on a congested road, it is not possible to accurately determine whether the vehicle is traveling on a congested road.

Therefore, instead of simply detecting the vehicle speed v at each timing, an average value of the vehicle speed v for a predetermined time is obtained.
It is conceivable that the average value is used as a condition for determining whether or not the vehicle is traveling on a congested road. However, a certain waiting time is required to calculate the average value, so that the judgment is delayed. Further, if the measurement time for obtaining the average value is shortened so that there is no delay in the determination, the measurement time is not different from the case where the vehicle speed v is simply detected.

Therefore, in the present embodiment, the vehicle speed condition value SPF is set as an index for determining whether or not the vehicle is traveling on a congested road.
Next, the subroutine of the vehicle speed situation value update processing in step S2-2-2 in FIG. 30 will be described. FIG. 32 is a flowchart showing a subroutine of a vehicle speed situation value update process according to the embodiment of the present invention.

In this case, the vehicle speed v is divided into vehicle speed ranges set in increments of, for example, 10 [km / h].
Traveling at [km / h] or less is regarded as full-scale traffic congestion. Then, the increasing / decreasing means (not shown) of the automatic transmission control device 41 (FIG. 2) determines which vehicle speed region the detected vehicle speed v corresponds to, and changes the vehicle speed variable set for each vehicle speed region into the vehicle speed condition. Add to the value SPF.

Further, the boundary between traveling on a congested road and traveling on a non-congested road is placed at a position where the vehicle speed v is slightly lower than 30 [km / h], and the vehicle speed variable in the vehicle speed range including the boundary vehicle speed v itself is included. Is set to +1. Further, the vehicle speed variable in the vehicle speed region 10 [km / h] higher than the vehicle speed region including the boundary vehicle speed v itself is +5, and the vehicle speed variable in the vehicle speed region 10 [km / h] lower than the vehicle speed region including the boundary vehicle speed v itself is included. The vehicle speed variable is -3, which is 2 from the vehicle speed range including the vehicle speed v itself at the boundary.
The vehicle speed variable in the 0 [km / h] high vehicle speed range is +7,
20 km / km from the vehicle speed range including the boundary vehicle speed v itself
h] The vehicle speed in which the vehicle speed variable in the low vehicle speed region is -5, the vehicle speed variable in the vehicle speed region 30 [km / h] lower than the vehicle speed region including the boundary vehicle speed v itself is -6, and the boundary vehicle speed v itself is included. The vehicle speed variables in the vehicle speed range 40 [km / h] lower than the range are set to -7.

As described above, the vehicle speed variable takes a positive value in a low vehicle speed region set for running on a congested road, and takes a negative value in a high vehicle speed region set for running on a non-congested road. And the vehicle speed range closer to the boundary between the low vehicle speed range and the high vehicle speed range is set to emphasize the difference in the actual vehicle speed between the vehicle speed ranges. Therefore, the vehicle speed status value SP
Since F increases in a short time, it is possible to determine whether the vehicle is traveling on a congested road in a shorter time than obtaining the average value of the vehicle speed v.

Further, even when the driving condition temporarily deviates from the driving condition on a congested road, it is possible to accurately determine whether or not the vehicle is running on a congested road. The vehicle speed condition value SPF is such that the lower limit value SPF _MIN is 0 and the upper limit value SPF is
F _MAX is set to 5000, so as not to exceed the lower limit SPF _MIN and an upper limit SPF _MAX. Step S2-2-2-1 The vehicle speed v is 10 [km / h]
It is determined whether or not this is the case. When the vehicle speed v is 10 [km /
h] or more, the process proceeds to step S2-2-2-3. If the vehicle speed v is lower than 10 [km / h], the process proceeds to step S2-2-2-3.
Proceed to 2-2-2. Step S2-2-2-2 A value obtained by adding 7 to the vehicle speed condition value SPF is set as the vehicle speed condition value SPF. Step S2-2-2-3 The vehicle speed v is 20 [km / h]
It is determined whether or not this is the case. Vehicle speed v is 20 km / km
h] or more, the process proceeds to step S2-2-2-5. If the vehicle speed v is lower than 20 [km / h], the process proceeds to step S2-2.
Proceed to 2-2-4. Step S2-2-2-4 A value obtained by adding 5 to the vehicle speed condition value SPF is set as the vehicle speed condition value SPF. Step S2-2-2-5 Vehicle speed v is 30 [km / h]
It is determined whether or not this is the case. Vehicle speed v is 30 [km /
h] or more, the process proceeds to step S2-2-2-7. If the vehicle speed v is lower than 30 [km / h], the process proceeds to step S2-2-2-7.
Proceed to 2-2-6. Step S2-2-2-6 A value obtained by adding 1 to the vehicle speed condition value SPF is set as the vehicle speed condition value SPF. Step S2-2-2-7 The vehicle speed v is 40 [km / h]
It is determined whether or not this is the case. Vehicle speed v is 40 [km /
h] or more, the process goes to step S2-2-2-9. If the vehicle speed v is lower than 40 [km / h], the process goes to step S2-2-2-9.
Proceed to 2-2-8. Step S2-2-2-8 A value obtained by subtracting 3 from the vehicle speed condition value SPF is set as the vehicle speed condition value SPF. Step S2-2-2-9 Vehicle speed v is 50 [km / h]
It is determined whether or not this is the case. When the vehicle speed v is 50 km / km
h] or more, go to step S2-2-2-11,
If the vehicle speed v is lower than 50 [km / h], step S2
Proceed to -2-2-10. Step S2-2-2-10: 5 from vehicle speed condition value SPF
Is subtracted from the vehicle speed condition value SPF. Step S2-2-2-11 The vehicle speed v is 60 [km /
h] is determined. Vehicle speed v is 60 [k
m / h] or more, step S2-2-2-13.
On the other hand, if the vehicle speed v is lower than 60 [km / h], the process proceeds to step S2-2-2-12. Step S2-2-2-12: 6 from the vehicle speed condition value SPF
Is subtracted from the vehicle speed condition value SPF. Step S2-2-2-13 From vehicle speed condition value SPF, 7
Is subtracted from the vehicle speed condition value SPF. Step S2-2-2-14 It is determined whether or not the vehicle speed condition value SPF is smaller than the lower limit value SPF _MIN . If the vehicle speed condition value SPF is smaller than the lower limit value SPF _MIN , the process proceeds to step S2-2-2-17, in which the vehicle speed condition value SPF is set to the lower limit value SP.
If it is not less than F _MIN , the process proceeds to step S2-2-2-15. Step S2-2-2-15 It is determined whether or not the vehicle speed condition value SPF is larger than the upper limit value SPF _MAX . If the vehicle speed condition value SPF is larger than the upper limit value SPF _MAX , the process proceeds to step S2-2-2-16, where the vehicle speed condition value SPF is set to the upper limit value SP.
If it is less than F _MAX , return. Step S2-2-2-16 Sets upper limit value SPF _MAX as vehicle speed condition value SPF, and returns. Step S2-2-2-17 Sets lower limit value SPF _MIN as vehicle speed condition value SPF, and returns.

FIG. 33 is a time chart of the control device of the automatic transmission at the time of actual running according to the present embodiment. In addition,
In the figure, the horizontal axis represents time, and the vertical axis represents the non-congestion status value NTR.
F, traffic congestion status value TRF, vehicle speed status value SPF, vehicle speed v, and throttle opening θ. As shown in the figure, when the vehicle is driven with the vehicle speed v being around 10 [km / h], the vehicle speed condition value SPF increases each time the determination is made by the congested road traveling determination means 101 (FIG. 1). When the vehicle speed situation value SPF becomes larger than the first set value α, the congestion situation value TRF starts to increase because the throttle opening θ is smaller than the third set value β2.

When the vehicle speed condition value SPF increases and exceeds the third set value β2, the non-congestion condition value NTR
F starts to decrease. Then, when traveling in the low vehicle speed range further continues and the congestion situation value TRF becomes larger than the non-congestion situation value NTRF, it is determined that the vehicle is traveling on a congested road, and the shift pattern map is switched to that for traveling on a congested road. Can be

Thereafter, the vehicle speed v increases, and becomes 40 [km /
h] When traveling before and after continues, the vehicle speed situation value SPF decreases, and the traffic jam situation value TRF also decreases while repeatedly increasing and decreasing. Then, when the vehicle speed situation value SPF becomes smaller than the second set value β1, the non-congestion situation value NTRF starts to increase. When this state continues and the congestion state value TRF becomes equal to or less than the non-congestion state value NTRF, it is determined that the vehicle is traveling on a non-congested road, and the shift pattern map is switched to that for traveling on a non-congested road.

The present invention is not limited to the above-described embodiment, but can be variously modified based on the gist of the present invention, and these are not excluded from the scope of the present invention.

[0120]

According to the present invention, as described above, in the control device for the automatic transmission, the fluid transmission device connected to the engine, the clutch engaged when the forward travel range is selected, A one-way clutch locked by engagement of the clutch to achieve the first forward speed, and engaged with the engagement of the clutch to achieve the second forward speed and prevent the vehicle from retreating in the engaged state And a control device for locking the one-way clutch in the direction in which the one-way clutch operates.

The control device includes a congested road traveling determining means for determining whether the vehicle is traveling on a congested road,
A stop state detecting means for detecting a vehicle stop state in which the forward travel range is selected, an accelerator pedal is released, a brake pedal is depressed, and a vehicle speed is substantially zero; A clutch release means for substantially releasing the clutch, a brake engagement means for engaging the brake when the clutch is substantially released by the clutch release means, and When it is determined that the vehicle is traveling on a congested road, brake holding means for holding the brake in the engaged state at least when the accelerator pedal is depressed and the vehicle speed is low is provided.

In this case, when the vehicle is traveling on a congested road,
At least when the accelerator pedal is pressed down slowly and the vehicle speed is low, the brake is held in the engaged state. Therefore, when the vehicle is stopped, the brake is already engaged. Therefore, even if the clutch is disengaged, the brake is not disengaged, so that the durability of the brake can be improved.

As a result, the durability of the hill hold brake can be improved without reducing the effect of improving the fuel efficiency by the neutral control.
When the vehicle is repeatedly stopped and started, the first speed and the second
Since the speed does not change frequently, the running feeling can be improved. In another control device for an automatic transmission according to the present invention, the control device further includes a congestion degree determining unit for determining a congestion degree.

When the vehicle is not traveling on a congested road by the congested road traveling determining means, the clutch releasing means starts releasing the clutch when a vehicle stop state is detected. When it is determined by the congested road traveling determination means that the vehicle is traveling on a congested road, the release of the clutch is started after a longer set time elapses as the degree of congestion increases.

In this case, in traveling on a congested road, the time from when the vehicle stopped state is detected to when the neutral control is started is set in accordance with the degree of congestion. Can perform the neutral control after a long time has elapsed since the detection of the vehicle stop state. Therefore, it is possible to prevent hunting of the neutral control from occurring.

When the degree of congestion is relatively small,
Neutral control can be performed in a short time after the vehicle stop state is detected. Therefore, the effect of improving fuel efficiency by the neutral control can be enhanced. In another control device for an automatic transmission according to the present invention, a parameter indicating at least a traveling state of the vehicle including a vehicle speed is detected. Also, for each of the plurality of vehicle speed ranges divided at the set intervals, a positive value is taken in the low vehicle speed range set corresponding to the traffic congestion road, and the high value set corresponding to the non-congestion road traveling is set. A vehicle speed variable that takes a negative value in the vehicle speed range and further emphasizes a difference in actual vehicle speed between the vehicle speed ranges in a vehicle speed range closer to the boundary between the low vehicle speed range and the high vehicle speed range.

The congested road traveling determining means determines which of the vehicle speed ranges corresponds to the detected vehicle speed, and adds the vehicle speed variable set for each vehicle speed range to obtain a vehicle speed status value. And determining whether or not the vehicle is traveling on a congested road based on the vehicle speed status value obtained by the increasing / decreasing means. In this case, the vehicle speed variable takes a positive value in a low vehicle speed region set corresponding to traffic congestion road traveling, and takes a negative value in a high vehicle speed region set corresponding to non-congested road traveling. In addition, the vehicle speed range closer to the boundary between the low vehicle speed range and the high vehicle speed range is set to emphasize the difference in the actual vehicle speed between the vehicle speed ranges.

Therefore, since the vehicle speed status value increases in a short time, it is possible to determine whether or not the vehicle is traveling on a congested road in a shorter time than obtaining the average value of the vehicle speed. Further, even when the traveling condition temporarily deviates from the traveling condition on a congested road, it is possible to accurately determine whether the vehicle is traveling on a congested road. In another control device for an automatic transmission according to the present invention, the parameter further includes a throttle opening.

The congested road traveling determining means determines whether the vehicle speed condition value is larger than the first set value and the throttle opening is smaller than the throttle opening set value.
A traffic jam condition value indicating a traffic jam condition is increased, and the traffic jam condition value is decreased when the vehicle speed condition value is larger than a first set value and the throttle opening is equal to or more than a throttle opening set value. A traffic condition value changing means is provided, and it is determined whether or not the vehicle is traveling on a congested road based on the traffic condition value changed by the traffic condition value changing device.

In this case, it is possible to increase or decrease the congestion status value according to the throttle opening and determine whether or not the vehicle is traveling on a congested road based on the congestion status value.
The operation of the accelerator pedal by the driver is reflected. Therefore, it is possible to accurately determine whether the vehicle is traveling on a congested road.

In still another automatic transmission control device according to the present invention, the congestion road traveling determining means may further include a second vehicle speed setting value set to be smaller than the first set value.
When the vehicle speed condition value is larger than a third set value which is larger than the second set value, the non-congestion condition value representing the non-congestion condition is increased when the vehicle speed is smaller than the set value. A non-congestion status value changing unit for reducing the status value is provided, and when the congestion status value becomes larger than the non-congestion status value, it is determined that the vehicle is traveling on a congested road.

In this case, a non-congestion status value representing a state in which the vehicle is traveling at high speed is obtained, and the non-congestion status value is compared with the congestion status value to determine whether the vehicle is traveling on a congested road. Since the judgment is made, the judgment is not deviated to one of the congested road traveling side and the non-congested road traveling side. Therefore, it is possible to accurately determine whether the vehicle is traveling on a congested road.

In still another automatic transmission control device according to the present invention, the congestion status value changing means does not change the congestion status value when the vehicle speed status value is equal to or less than the first set value. The non-congestion status value changing means does not change the non-congestion status value when the vehicle speed status value is equal to or more than the second set value and equal to or less than the third set value.

In this case, when it is not clear whether the vehicle is traveling on a congested road or a non-congested road, it is possible to prohibit the change of the congestion status value and the non-congestion status value. The value can be a value according to the original purpose. As a result, it can be more accurately determined whether the vehicle is traveling on a congested road.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a schematic diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 3 is a diagram showing an operation of the automatic transmission according to the embodiment of the present invention.

FIG. 4 is a first diagram showing a hydraulic control device according to the embodiment of the present invention.

FIG. 5 is a second diagram showing the hydraulic control device according to the embodiment of the present invention.

FIG. 6 is a flowchart showing an operation of the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 7 is a flowchart of a neutral control process according to the embodiment of the present invention.

FIG. 8 is a time chart of the automatic transmission control device according to the embodiment of the present invention.

FIG. 9 is a first flowchart of a first clutch release control process in the embodiment of the present invention.

FIG. 10 is a second flowchart of the first clutch release control process in the embodiment of the present invention.

FIG. 11 is a diagram showing a set time map according to the embodiment of the present invention.

FIG. 12 is a diagram illustrating a relationship among an engine speed, an input torque, and a throttle pressure according to the embodiment of the present invention.

FIG. 13 is a flowchart of a vehicle speed zero estimation process according to the embodiment of the present invention.

FIG. 14 is a time chart for comparison showing a release start timing of a first clutch.

FIG. 15 is a time chart showing a disengagement start timing of a first clutch according to the embodiment of the present invention.

FIG. 16 is an explanatory diagram of a state of the first clutch according to the embodiment of the present invention.

FIG. 17 is a time chart when the first clutch is in a drag region according to the embodiment of the present invention.

FIG. 18 is a time chart when the first clutch is in a slip region according to the embodiment of the present invention.

FIG. 19 is a first flowchart of an in-neutral control process according to the embodiment of the present invention.

FIG. 20 is a second flowchart of the in-neutral control process according to the embodiment of the present invention.

FIG. 21 is a flowchart of threshold update processing according to the embodiment of the present invention.

FIG. 22 is a first flowchart of a first clutch engagement control process in the embodiment of the present invention.

FIG. 23 is a second flowchart of the first clutch engagement control process in the embodiment of the present invention.

FIG. 24 is a relationship diagram between a throttle opening and a set value in the embodiment of the present invention.

FIG. 25 is a flowchart illustrating a subroutine of congested road control processing according to the embodiment of the present invention.

FIG. 26 is a time chart for comparison showing a traveling state of a vehicle on a congested road.

FIG. 27 is a time chart showing a traveling state of a vehicle on a congested road according to an embodiment of the present invention.

FIG. 28 is a diagram showing a map of a shift pattern for traveling on a non-congested road according to the embodiment of the present invention.

FIG. 29 is a diagram showing a map of a shift pattern for traveling on a congested road according to the embodiment of the present invention.

FIG. 30 is a first flowchart showing a subroutine of a congested road traveling determination process in the embodiment of the present invention.

FIG. 31 is a second flowchart illustrating a subroutine of traffic jam road traveling determination processing in the embodiment of the present invention.

FIG. 32 is a flowchart illustrating a subroutine of a vehicle speed situation value update process according to the embodiment of the present invention.

FIG. 33 is a time chart of the control device for the automatic transmission during actual running according to the present embodiment.

[Explanation of symbols]

_{DESCRIPTION OF SYMBOLS} 10 Engine 12 Torque converter 16 Transmission device 41 Automatic transmission control device 101 Congestion road running determination means 102 Stop state detection means 103 Clutch release means 104 Brake engagement means 105 Brake holding means B1 First brake C1 First clutch T _NSTART set time F2 one-way clutch NTRF non-congestion status value SPF vehicle speed status value TRF congestion status value v vehicle speed α first setting value β1 second setting value β2 third setting value γ throttle opening setting value θ throttle opening

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Hiroshi Tsutsui 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Masahiro Hayabuchi 10 Takane, Fujii-machi, Anjo, Aichi Aisin・ AW Co., Ltd. (56) References JP-A-61-55456 (JP, A) JP-A-5-263924 (JP, A) JP-A-4-50549 (JP, A) (58) Field (Int.Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 B60K 41/00-41/28

Claims (6)

(57) [Claims] A fluid transmission coupled to the engine;
A class <br/> pitch is found engaged when forward running range is selected, the one-way clutch is locked by engagement of the clutch, to achieve the first forward speed, engages the engaging of the clutch A brake that locks the one-way clutch in a direction that prevents the vehicle from retreating in the engaged state while achieving the second forward speed, and a control device. Congestion road traveling determination means for determining whether the vehicle is traveling on the road, and a stop for detecting a vehicle stop state in which the forward traveling range is selected, the accelerator pedal is released, the brake pedal is depressed, and the vehicle speed is almost zero. State detecting means, clutch releasing means for substantially releasing the clutch when a vehicle stop state is detected, and clutch releasing means. When the clutch is substantially disengaged and the vehicle is traveling on a congested road by the brake engaging means for engaging the brake and the congested road traveling determining means, at least the accelerator A control device for an automatic transmission, comprising: a brake holding unit that holds the brake in an engaged state when a pedal depression is small and a vehicle speed is low. 2. The controller according to claim 1, further comprising: a congestion degree determination unit configured to determine a degree of congestion, wherein the clutch release unit determines whether the vehicle is traveling on a congested road by the congested road traveling determination unit. When the stop state is detected, the release of the clutch is started, and when it is determined that the vehicle is traveling on a congested road by the congested road traveling determination means, the set time is set longer as the degree of congestion increases. 2. The control device for an automatic transmission according to claim 1, wherein the clutch is started to be released after a lapse of a period. 3. A parameter representing a traveling state of the vehicle including at least the vehicle speed is detected, and for each of a plurality of vehicle speed regions divided at set intervals, in a low vehicle speed region set in correspondence with traffic congestion road traveling. It takes a positive value, takes a negative value in the high vehicle speed range set corresponding to non-congested road driving, and furthermore, the vehicle speed region closer to the boundary between the low vehicle speed region and the high vehicle speed region A vehicle speed variable that emphasizes the difference between the actual vehicle speeds is set, and the congested road traveling determination means determines which of the vehicle speed ranges the detected vehicle speed corresponds to, and is set for each vehicle speed range. A vehicle speed condition value obtained by adding the vehicle speed variable, and determining whether the vehicle is traveling on a congested road based on the vehicle speed condition value obtained by the vehicle speed variable. A control device for an automatic transmission according to the above. 4. The parameter includes a throttle opening, and the congested road traveling determining means determines that the vehicle speed condition value is greater than a first set value and the throttle opening is greater than a throttle opening set value. When the vehicle speed is smaller, the traffic jam status value representing the traffic jam status is increased. When the vehicle speed status value is larger than the first set value and the throttle opening is equal to or larger than the throttle opening set value, the traffic jam status value is increased. 4. The automatic transmission according to claim 3, further comprising a congestion status value changing unit that reduces the vehicle speed, and determining whether the vehicle is traveling on a congested road based on the congestion status value changed by the congestion status value changing unit. Machine control device. 5. The congested road traveling determining means increases a non-congestion situation value indicating a non-congestion situation when the vehicle speed situation value is smaller than a second set value which is set smaller than the first set value. A non-congestion status value changing unit configured to reduce the non-congestion status value when the vehicle speed status value is larger than a third set value that is set to be larger than the second set value.
The control device for an automatic transmission according to claim 4, wherein when the congestion status value becomes larger than the non-congestion status value, it is determined that the vehicle is traveling on a congested road. 6. The traffic congestion status value changing means does not change the traffic congestion status value when the vehicle speed status value is equal to or less than a first set value. The control device for an automatic transmission according to claim 5, wherein the non-congestion status value is not changed when the value is equal to or more than the second set value and equal to or less than the third set value.